Post by bhk on Jan 16, 2008 1:57:48 GMT -5
I have been beavering away on the second part of a three-part Activity which covers the three Canadian Pacific Rocky Mts. sub-divisions published by Maple Leaf Tracks.
The scene is 1966 and has a coal-train moving from Exshaw to Kamloops, en-route to its destination at the port of Vancouver.
Part 1 covered Exshaw to Field, Part 3 will cover Revelstoke to Kamloops.
This one, Part 2, covers Field to Revelstoke.
All three will be published individually but at the same time, once I've finished Part 3.
These three shots show the F7-led train, and it's normal power of A+B-units and two GP9's, receiving assistance up the grade from Rogers by three SD40's, cut into the consist at the head rather than the tail-end.
Until the MacDonald tunnel was opened in 1988, with it's shallower grade on the eastern side, just about every freight train that headed westward had to be helped up the hill from Rogers, the helpers usually being dropped at the siding on the western side of the Connaught tunnel.
Nowadays the usual practise is for westbound traffic to use the MacDonald and eastbound to use the Connaught.
There was a difference in height between the MacDonald mainline and the Connaught main of about 90 metres and that is clearly shown in this first image (just pretend that it's 1987....
), with a section of the lower line visible as the train crosses the bridge over Surprise Creek.
Here is the train crossing the much-photographed bridge over Stoney Creek.
The bridge over the creek on the MacDonald line is a more modern, but less aesthetic, concrete affair.
And here's the real thing, from the reverse angle..........
finally, the train enters the eastern portal of the Connaught tunnel.
The helpers will be cut out of the train when it reaches the sidings at the other end.
Bruce
The scene is 1966 and has a coal-train moving from Exshaw to Kamloops, en-route to its destination at the port of Vancouver.
Part 1 covered Exshaw to Field, Part 3 will cover Revelstoke to Kamloops.
This one, Part 2, covers Field to Revelstoke.
All three will be published individually but at the same time, once I've finished Part 3.
These three shots show the F7-led train, and it's normal power of A+B-units and two GP9's, receiving assistance up the grade from Rogers by three SD40's, cut into the consist at the head rather than the tail-end.
Until the MacDonald tunnel was opened in 1988, with it's shallower grade on the eastern side, just about every freight train that headed westward had to be helped up the hill from Rogers, the helpers usually being dropped at the siding on the western side of the Connaught tunnel.
Nowadays the usual practise is for westbound traffic to use the MacDonald and eastbound to use the Connaught.
There was a difference in height between the MacDonald mainline and the Connaught main of about 90 metres and that is clearly shown in this first image (just pretend that it's 1987....
), with a section of the lower line visible as the train crosses the bridge over Surprise Creek.Here is the train crossing the much-photographed bridge over Stoney Creek.
The bridge over the creek on the MacDonald line is a more modern, but less aesthetic, concrete affair.
And here's the real thing, from the reverse angle..........
finally, the train enters the eastern portal of the Connaught tunnel.
The helpers will be cut out of the train when it reaches the sidings at the other end.
Bruce
